Air cushion aircraft cargo loading systems and methods

ABSTRACT

A cargo management system is provided comprising an air cushion cargo shuttle, an air blower configured to blow air beneath the air cushion cargo shuttle, an aft shuttle drive belt coupled to the air cushion cargo shuttle, a forward shuttle drive belt coupled to the air cushion cargo shuttle.

FIELD

The present disclosure relates generally to cargo management systems.

BACKGROUND

Conventional aircraft cargo systems typically include various tracks androllers that span the length of an aircraft. Power drive units (“PDUs”)convey cargo forward and aft along the aircraft on conveyance rollerswhich are attached to the aircraft floor structure. Cargo may be loadedfrom an aft position on an aircraft and conducted by the cargo system toa forward position and/or, depending upon aircraft configuration, cargomay be loaded from a forward position on an aircraft and conducted bythe cargo system to an aft position. Conventional systems are typicallydesigned to accommodate a particular pallet size. Conventional systemsare typically comprised of numerous components that may be difficult toreplace and maintain.

SUMMARY

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. It should be understood, however, the following descriptionand drawings are intended to be exemplary in nature and non-limiting.

A cargo management system is provided comprising an air cushion cargoshuttle, an air blower configured to blow air beneath the air cushioncargo shuttle, an aft shuttle drive belt coupled to the air cushioncargo shuttle, a forward shuttle drive belt coupled to the air cushioncargo shuttle.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter of the present disclosure is particularly pointed outand distinctly claimed in the concluding portion of the specification. Amore complete understanding of the present disclosure, however, may bestbe obtained by referring to the detailed description and claims whenconsidered in connection with the drawing figures.

FIG. 1 illustrates a portion of a cargo management system, in accordancewith various embodiments;

FIG. 2 illustrates a portion of a cargo management system, in accordancewith various embodiments;

FIG. 3 illustrates a portion of a cargo management system, in accordancewith various embodiments; and

FIG. 4 illustrates the underside of an air cushion cargo shuttle guideassembly, in accordance with various embodiments.

DETAILED DESCRIPTION

The detailed description of various embodiments herein makes referenceto the accompanying drawings, which show various embodiments by way ofillustration. While these various embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosure, it should be understood that other embodiments may berealized and that logical, chemical, and mechanical changes may be madewithout departing from the spirit and scope of the disclosure. Thus, thedetailed description herein is presented for purposes of illustrationonly and not of limitation. For example, the steps recited in any of themethod or process descriptions may be executed in any order and are notnecessarily limited to the order presented. Furthermore, any referenceto singular includes plural embodiments, and any reference to more thanone component or step may include a singular embodiment or step. Also,any reference to attached, fixed, connected, or the like may includepermanent, removable, temporary, partial, full, and/or any otherpossible attachment option.

As used herein, “aft” refers to the direction associated with the tailof an aircraft, or generally, to the direction of exhaust of the gasturbine. As used herein, “forward” refers to the direction associatedwith the nose of an aircraft, or generally, to the direction of flightor motion.

Aircraft cargo management systems as disclosed herein allow cargo to beloaded into an aircraft and positioned within the aircraft in a simple,elegant manner. In that regard, aircraft cargo management systems asdisclosed herein may reduce part count and associated replacement/wearcosts over time.

With reference to FIGS. 1 and 2 aircraft cargo management system 100 isillustrated using an x, y, and z axes for ease of illustration. Aircushion cargo shuttle 114 and 116 are shown forward of an aft portion ofan aircraft. Air cushion cargo shuttle 114 is coupled to aft driveshuttle belt 106 and air cushion cargo shuttle 116 is coupled to aftdrive shuttle belt 108. Aft drive shuttle belt 106 is coupled to aftshuttle drive unit 102. Aft drive shuttle belt 108 is coupled to aftshuttle drive unit 104. Floor panel 112 is shown beneath air cushioncargo shuttle 114. Floor panel 150 is shown beneath air cushion cargoshuttle 116. As used with respect to air cushion cargo shuttle 114 and116, the term “beneath” may refer to the negative z direction. Supportrails 222 and 224 are shown laterally adjacent to floor panels 112 and150. Support rails 222 and 224 may be mounted to another aircraftcomponent, such as an airframe, and may be capable of supporting theweight of cargo. Floor panel 112 may comprise at least one of acomposite material or a metallic material.

Air cushion cargo shuttle 114 is coupled to forward drive shuttle belt208 and air cushion cargo shuttle 116 is coupled to forward driveshuttle belt 218. Forward drive shuttle belt 208 is coupled to forwardshuttle drive unit 204. Forward drive shuttle belt 218 is coupled toforward shuttle drive unit 220. Cargo 202 is shown as resting on supportrails 222 and cargo 201 is shown as resting on support rails 224. Cargoshuttle 116 may be used to lift cargo 201 off support rails 224 and movecargo 201 forward or aft.

Forward drive shuttle belt 208, forward drive shuttle belt 218, aftdrive shuttle belt 106, and aft drive shuttle belt 108 (collectively, a“shuttle belt”) may comprise any suitable belt capable of pulling an aircushion cargo shuttle. For example, a shuttle belt may comprise a flatbelt. In that regard, a flat shuttle belt may not occupy excess spacealong the z direction. For example, a shuttle belt may comprise apolyurethane coated belt that includes a communications and power bus.In that regard, the structural support and power/data functions areprovided by a single shuttle belt structure. For example, in variousembodiments, a shuttle belt may comprise steel wires oriented inparallel and coated with polyurethane to hold the steel wires together,provide anti-friction properties, and noise dampening properties. Amongthe steel wires may be copper wires or other wires that are capable ofcarrying an electrical current at any suitable voltage. In that regard,the shuttle belt may comprise one or more copper wires to carry highvoltage power and/or low voltage electrical signals that may conveydata.

The shuttle belts may be wound around a portion of forward shuttle driveunit 204, forward shuttle drive unit 220, aft shuttle drive unit 102 andaft shuttle drive unit 104 (collectively, “shuttle drive unit”). In thatregard, a shuttle drive unit may comprise a cylindrical structure (e.g.,a bobbin) to which a shuttle belt is affixed. The shuttle drive unitcomprises a motive device, such as an electric motor, to rotate thebobbin in a desired direction. The shuttle drive unit may also disengagethe electric motor or be otherwise geared in such a manner so that freerotation of the bobbin is allowed. Thus, as forward shuttle drive unit204 may be rotating its bobbin to pull forward drive shuttle belt 208forward, aft shuttle drive unit 102 may allow its bobbin to freelyrotate in response to the force exerted by forward drive shuttle belt208 through air cushion cargo shuttle 114. In like manner, as aftshuttle drive unit 102 may be rotating its bobbin to pull aft driveshuttle belt 106 aft, forward shuttle drive unit 204 may allow itsbobbin to freely rotate in response to the force exerted by aft driveshuttle belt 106 through air cushion cargo shuttle 114.

Accordingly, as forward shuttle drive unit 220 may be rotating itsbobbin to pull forward drive shuttle belt 218 forward, aft shuttle driveunit 104 may allow its bobbin to freely rotate in response to the forceexerted by forward drive shuttle belt 220 through air cushion cargoshuttle 116. In like manner, as aft shuttle drive unit 104 may berotating its bobbin to pull aft drive shuttle belt 108 aft, forwardshuttle drive unit 220 may allow its bobbin to freely rotate in responseto the force exerted by aft drive shuttle belt 108 through air cushioncargo shuttle 116.

With reference to FIGS. 3 and 4, air cushion cargo shuttle 114 is shown.It should be understood that air cushion cargo shuttle 116 is similarlystructured and thus the features discussed herein relative to aircushion cargo shuttle 114 are also applicable to air cushion cargoshuttle 116. Power drive unit 308 and roller 306 are shown in aircushion cargo shuttle 114. Power drive unit 308 may drive cargo such ascargo 202, onto and off air cushion cargo shuttle 114. Roller 306 mayfacilitate movement of cargo 202 with respect to air cushion cargoshuttle 114.

Centrifugal air blower 304 is shown coupled beneath air cushion cargoshuttle 114. Air cushion cargo shuttle 114 may comprise one or morecentrifugal air blowers.

Centrifugal air blower 304 is controlled by centrifugal air blowercontroller 302. Air cushion cargo shuttle 114 may comprise one or morecentrifugal air blower controllers. In various embodiments, eachcentrifugal air blower has one associated centrifugal air blowercontroller, though in various embodiments one centrifugal air blowercontroller controls multiple centrifugal air blowers. Centrifugal airblower controller 302 may provide power and instructions to centrifugalair blower 304 to control how and when centrifugal air blower 304operates. Centrifugal air blower 304 comprises inlets 404. Inlets 404allow the centrifugal air blower 304 to receive air from outside volume402 and deliver that air to volume 402. In various embodiments, eachcentrifugal air blower has one associated inlet, though in variousembodiments one centrifugal air blower is associated with multipleinlets. In further embodiments, a single inlet may supply air to one ormore centrifugal air blowers.

Volume 402 of air cushion cargo shuttle 114 is shown in fluidcommunication with an outlet of centrifugal air blower 304. In thatregard, centrifugal air blower 304 may blow air beneath air cushioncargo shuttle 114 and, more specifically, into volume 402. Volume 402 isshown in proximity to floor panel 112.

As shown, air cushion cargo shuttle 114 has four centrifugal air blowercontrollers 302, 414, 416, and 418 driving four centrifugal air blowers304, 420, 422, and 424 to blow air into four different volumes 402, 426,428, and 430. Each centrifugal air blower controller may furthercomprise a proximity sensor that may be configured to measure theproximity of a portion of air cushion cargo shuttle 114 to floor panel112. For example, proximity sensors 406, 408, 410 and 412 may beassociated with each centrifugal air blower controller 302, 414, 416,and 418. Proximity sensors 406, 408, 410 and 412 may be used in a closedloop control mechanism to modulate the output of four centrifugal airblowers 304, 420, 422, and 424. In that regard, centrifugal air blowercontrollers 302, 414, 416, and 418 may command four centrifugal airblowers 304, 420, 422 to blow air into volumes 402, 426, 428, and 430until the proximity sensors 406, 408, 410 and 412 indicate that adesired proximity has been reached.

Moreover, data from proximity sensors 406, 408, 410 and 412 may be usedto detect and compensate for uneven cargo loads. For example, in theevent cargo 202 shifts to one portion of air cushion cargo shuttle 114or otherwise exerts more force on a portion of air cushion cargo shuttle114 relative to another, data from proximity sensors 406, 408, 410 and412 may detect that one portion of air cushion cargo shuttle 114 is notas far from floor 112 as one or more other portions of air cushion cargoshuttle 114. In that regard, where insufficient distance from floorpanel 112 is achieved, a centrifugal air blower controller may commandits associated centrifugal air blower to increase output to compensatefor the uneven load.

In that regard, in operation, cargo such as cargo 202 may be loaded ontoair cushion cargo shuttle 114 at an aft position, such as a positionproximate aft shuttle drive unit 102. Cargo 202 may be positioned ontoair cushion cargo shuttle 114 using power drive unit 308 and roller 306.During loading of cargo 202, air cushion cargo shuttle 114 may be incontact with floor panel 112. Once cargo 202 is suitably positioned ontop of air cushion cargo shuttle 114 (where the phrase “on top” in thiscontext may refer to distance across the positive z direction), acontrol system for centrifugal air blower controller 302 may instructcentrifugal air blower 304 to begin operation. In this manner, air frominlets 404 is pulled into centrifugal air blower 304 and centrifugal airblower 304 blows this air into volume 402. As more air is blown intovolume 402, the increased air pressure may act to lift air cushion cargoshuttle 114 apart from floor panel 112. In this context, the phrase“lift apart” may refer to movement of air cushion cargo shuttle 114 inthe positive z direction. In various embodiments, the pressure in volume402 may reach between 1 psi (6.89 kPa) to 10 psi (68.9 kPa), between 2psi (13.7 kPa) and 6 psi (41.3 kPa), and about 4 ps (27.5 kPa), wherethe term about in this context may refer to +/−0.5 psi (3.4 kPa).

A control system comprising, for example, a processor and a tangible,non-transitory memory may be configured to be in electrical and/orlogical communication with centrifugal air blower controller 302. Forexample, the control system may communicate with centrifugal air blowercontroller 302 via one or more shuttle belts. The control system mayinstruct the centrifugal air blower controller 302 to start, stop, andmodulate the output of centrifugal air blower 304.

During operation of centrifugal air blower 304, cargo 202 may lift apartfrom floor panel 112, thus reducing the friction between air cushioncargo shuttle 114 and the floor panel 112. Stated another way, dryfriction may be equal to the coefficient of friction multiplied by thenormal force. By eliminating the contact between air cushion cargoshuttle 114 and the floor panel 112, the two surfaces do not interact tocause friction. In various embodiments, there may be contact between aircushion cargo shuttle 114 and the floor panel 112 during operation ofcentrifugal air blower 304, though the air pressure will oppose thenormal force (i.e., force in the negative z direction) exerted by cargo202 and thus friction will be reduced because of this reduction in thenormal force.

While cargo 202 is lifted apart from floor panel 112, the forwardshuttle drive unit 204 may rotate its bobbin, causing forward driveshuttle belt 208 to pull air cushion cargo shuttle 114 and cargo 202forward. Aft drive shuttle drive unit 104 may be allowed to exert a lowlevel drag force on shuttle belt 108, thus allowing aft drive shuttlebelt 108 to extend in a forward direction. A low level drag forceexerted by aft drive shuttle drive unit 104 may prevent excessive cargovelocity and may maintain stability in the event an aircraft is notprecisely level. Once cargo 202 is positioned in the aircraft at adesired position, the control system may instruct the centrifugal airblower controller 302 to turn off or lower the output of centrifugal airblower 304. In that regard, due to loss of air pressure in volume 402,air cushion cargo shuttle 114 may move in a negative z direction andcontact floor panel 112. As air cushion cargo shuttle 114 moves towardsfloor panel 112, cargo 202 may come to rest on support rails 222. Thus,the air cushion cargo shuttle 114 may separate from the cargo 202 as thecargo 202 is restrained from motion in the negative z direction bysupport rails 222. In this manner, air cushion cargo shuttle 114 may bebrought aft to load additional cargo. The aft shuttle drive unit 102 mayrotate its bobbin, causing aft drive shuttle belt 108 to pull aircushion cargo shuttle 114 aft. Additional cargo may now be loaded andthe process may proceed again.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosure. The scope of the disclosure is accordinglyto be limited by nothing other than the appended claims, in whichreference to an element in the singular is not intended to mean “one andonly one” unless explicitly so stated, but rather “one or more.”Moreover, where a phrase similar to “at least one of A, B, or C” is usedin the claims, it is intended that the phrase be interpreted to meanthat A alone may be present in an embodiment, B alone may be present inan embodiment, C alone may be present in an embodiment, or that anycombination of the elements A, B and C may be present in a singleembodiment; for example, A and B, A and C, B and C, or A and B and C.Different cross-hatching is used throughout the figures to denotedifferent parts but not necessarily to denote the same or differentmaterials.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment”, “an embodiment”,“various embodiments”, etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicin connection with other embodiments whether or not explicitlydescribed. After reading the description, it will be apparent to oneskilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is to be construed under theprovisions of 35 U.S.C. 112(f) unless the element is expressly recitedusing the phrase “means for.” As used herein, the terms “comprises”,“comprising”, or any other variation thereof, are intended to cover anon-exclusive inclusion, such that a process, method, article, orapparatus that comprises a list of elements does not include only thoseelements but may include other elements not expressly listed or inherentto such process, method, article, or apparatus.

The invention claimed is:
 1. A cargo management system comprising: anair cushion cargo shuttle; an air blower configured to blow air beneaththe air cushion cargo shuttle; an aft shuttle drive belt coupled to theair cushion cargo shuttle; a forward shuttle drive belt coupled to theair cushion cargo shuttle; and wherein the aft shuttle drive belt iscoupled to an aft shuttle drive unit and the forward shuttle drive beltis coupled to a forward shuttle drive unit.
 2. The cargo managementsystem of claim 1, wherein the air cushion cargo shuttle comprises apocket.
 3. The cargo management system of claim 1, wherein the aftshuttle drive belt is configured to pull the aft shuttle drive belt inan aft direction.
 4. The cargo management system of claim 1, wherein theforward shuttle drive belt is configured to pull the forward shuttledrive belt in a forward direction.
 5. The cargo management system ofclaim 1, further comprising a floor panel beneath the air cushion cargoshuttle.
 6. The cargo management system of claim 5, wherein the airblown by the air blower is sufficient to separate the air cushion cargoshuttle from the floor panel.
 7. The cargo management system of claim 6,wherein the floor panel comprises at least one of a composite materialor a metallic material.
 8. The cargo management system of claim 7,further comprising a support rail.
 9. The cargo management system ofclaim 8, wherein the support rail is disposed above the air cushioncargo shuttle.
 10. The cargo management system of claim 1, wherein theair blower is a centrifugal air blower.
 11. The cargo management systemof claim 1, wherein the air cushion cargo shuttle comprises an airinlet.
 12. The cargo management system of claim 1, wherein the airblower is controlled by an air blower controller.
 13. The cargomanagement system of claim 1, wherein the air cushion cargo shuttlecomprises a roller.
 14. The cargo management system of claim 1, whereinthe air cushion cargo shuttle comprises a power drive unit.